Triple valve.



PATENTED OCT. 10, 19051 DILLANDER.

TRIPLE VALVE.

APBLIOATIOH PIL nunl I Inventor Attorneys Witnesses No. 801,775.PATENTEBD 001. 10, 1905. J. DILLANDBR. TRIPLE VALVE. APPLICATION FILEDMAR. 1, 1905.

5 SHEETSSHEET 2.

Witnesses Httomegs J, DILLANDBR.

.LR-IPLE VALVE. APPLZGATIO H FILED MAB.1, 19051,

5 SEETITS-SHEET 3.

No. 801,775. PATENTED OCT. 10, 1905.

J. DILLANDBR. TRIPLE VALVE.

APPLICATION FILED MAR.1,1905.

5 SHEETSSHEBT 4 Rttomegs Witnesses g I K J. DILLANDER. TRIPLE VALVE.

APPLICATION FILED MAR 1, 1905.

5 SHEETS-11331 5.

/ y r I Attorneys PATENTED OCT. 10, 1905.

the section 10.

UNITED STATES ATENT OFFICE.

JOHN DILLANDER, OF SAN FRANCISCO, CALIFORNIA.

TRIPLE VALVE.

Specification-of Letters Patent.

Patented Oct. 10,1905.

Application filed March 1, 1905. Serial No. 247,956-

' Triple Valve, of which the following is a specification.

This invention relates to air-brake mechanism, and has for its principalobjects to prevent unintentional emergen'cy application of I the brakes,to provide for both positive gradual and positive emergencyapplications, to "provide for readily releasing the brakes from eitherposition'of application, to provide for retaining any brake-cylinderpressure while the auxiliary reservoir is being recharged, to

provide for local reductions of train-pipe pressure at each of thetriple valves during an emergency application, and to provide fortherapid flow of a large volume of air from the auxiliary reservoir directto the brake-cylinder in high-speed trains.

In the accompanying drawings, Figure 1 is a sectional elevation of anair-brake valve mechanism constructed in accordance with the invention,the parts being shown in release or normal position. view with the partsin position for a graduated or service application. Fig. 3 is a similarview showing the position of the parts on an emergency application. Fig.4 is a sectional plan view of the valve mechanism on the line 4 a ofFig. 2. Fig. 5 is an end view of an auxiliary cylinder-head to beplaced-between the triple valve and the brake-cylinder. Fig. 6 is atransverse sectional elevation of the valve on the line 6 Got Fig. 2.Fig. 7 is a similar view on the line 7 7 of Fig. 2. Fig;

8 is. a detail perspective view of the main valve detached. Fig. 9 is asimilar view of the graduating-valve.

Similar numerals of reference are employed to indicate'correspondingparts throughout the several figures of the drawings.

The casing of the valve proper is divided into two main sections 10 and11, having bolting-flanges 12, and section 11 is provided with anannular flange that fits within the end of In some cases an additionalsection 15 is employed, especially where the apparatus is used on highspeed trains, although this in all cases, as fo'rfreight and regularpassenger service, will not be necessary. In the casing loisabushing 16,having a leakage-groove17. and between the end of the bushing and theflange portion of the voir.

Fig. 2 is a similar section 11 is aleather packing-ring 19, againstwhich the main piston seats on every application of the brakes.

Fitting within the bushing 16 is the main piston 20,- having on-one sidean annular flange -22 and on the opposite side a cylinder 23, that isprovided witha feed-groove '25 to permit the passage of air to theauxiliary reservoir. The piston is provided with a peripheral groovehaving .a packing-ring 27, that fits snugly against the bushing.

In the flanged portion of the section 11 is bushing 24:, having a piston28, provided with a suitable packing-ring, and in said piston is acontracted port or passage 29, through which all of the air must pass tothe auxiliary reser- To this piston is secured a stem 30, that is guidedat one end in an opening, formed in an inwardly-extending boss 31. Thesection 11 of the casing has a bushing 32, through the wallof which andthrough the wall of the cas-- ing extend ports 33 and 34, one leading tothe brake-cylinder and the other to the atmosphere. This bushing isprovided with a seat for a combined retaining, exhaust, and train- 'pipereducing-valve 35, that is connected to the stem 30, and the valve has aport or cav ity 36, which normally places the two ports 33 and 34 incommunication with each other.

The stem has two collars 37 and 38 and is slotted for the reception of across-bar or stop 39, limiting movement of said valve in bothdirections. The collar 37 may engage a perforated disk 40, that normallyis held against the end of the bushing 32 by a spring 41.

In an extended portion of the section 10 of the casing is a bushing 42,having a seat for a main valve 43, provided with'a port or cavity 44,which may place the port 33 in communication with a port 45, that leadsto the brake-cylinder. This valve is also provided with agraduating-port 4:6, and on its upper face is'a seat for agraduating-valve 47, that is connected by a stem 48 to the main piston20.

Within the cylinder 23 is arranged a piston 50, the hub or centralportion of which has an opening for the passage of the stem 48, the

opening being of sufiicient diameter to per-- mit leakage of air aroundthe stem, and from this hub extends a pair of arms 52, the ends of whichare turned inward, the arms embracing the main valve 43, and theopposite sides of said main valve are provided with longitudinal flanges53, so that the valve may be dropped in place between the arms and heldin proper position while the parts are being tion, 61 theauxiliaryreservoir connection,

and 45 the port leading to the brake-cylinder. The parts shown in Fig. 1are in the normal or release position with the brake-cylinder open tothe atmosphere through port 45,

valve-port 44, port 33, valve-port 36, and

I port 34. For a graduated application the engineer reduces train-pipepressure by movement of his valve to service position, andtrain-pipepressure is very gradually reduced. Theauxiliary-reservoirpressure equalizes around the stem 48 to cylinder 23 and forces piston20 to the left, thus moving the graduatingvalve and uncovering the port46. This accomplished, the pin 55 engages the hub of the piston 50, andthe two pistons continue to move until they arrive at the position shownin Fig. 2, the air passing gradually through port 46 to port 45 andthence to the brakecylinder. During the latter part of the movement ofthe piston 20 it engages the piston 28 and moves it to the left, forcingvalve 35 to a position to blank port. 33, so that no air can escape fromthe 'brakecylinder. Vvhen the auxiliary-reservoir pressure has beenreduced to slightly less than the trainpipe pressure, the air from thetrain-pipe passes gradually through the contracted port 29 and a notch64 in flange 22 and acts on piston 20, forcing the same to the right andmov mg the grad uating-valve to cover the port 46,

.twhilevalves 35 and 43 are held by friction to their seats. cylinder.

Should the engineer desire to restore the This holds the air in thebrakeauX'iliary-reservoir pressure without releasing the brakes, heforce-s air gradually through the train-pipe, and this air acting onpiston 20 causes the latter to engage piston 50 and both valves arerestored to the position shown in Fig. 1, 'while the valve 35 retainsthe position shown in Fig. 2. Air then passes through port29,leakage=grooves 17 and 25, through bushing 42 to the auxiliaryreservoir, so that the auxiliary-reservoir pressure may berestored whilethe brakes are set.

-To release the brakes, the train-pipe pressure is suddenly raised, andthe volume of air being greater than can flow through port 29 piston 28is forced to the right and carries with it the valve 35, all partsmoving to the position shown in Fig. 1 and permittingthe brake-cylinderto exhaust to the atmosphere.

For an emergency application the trainpipe pressure is reduced veryquickly and the brakes.

there is not time for the air to equalize around the stem 48 to thecylinder 23. The auxiliary-reservoir pressure acts on the piston 50 andthe piston 20, moving both pistons rapidly to the left to the positionshown in Fig. 3, so that both the graduating-valve and the main'valveare carried past the port 45, and a large volume of air will flow fromthe auxiliary reservoir to the brake-cylinder. During this movement theair between the pistons 20 and 28 cannot pass rapidly enough through theport 29, so that piston 28.and valve are moved .to the position shown inFig. 3; the collar 37' striking against the perforated disk 40 andcompressing spring 41, while the port 36 of the valve places thetrain-pipe in communication with the exhaust-port 34., The train-pipepressure is thus locally reduced to the atmosphere, but in a short timethe air will pass through the port 29 from the cylinder 22, and thespring 41' in expanding will force the valve 35 to the retainingposition shown in Fig. 2, while the other parts remain inthe positionshown in Fig. 3. When the train-pipe pressure overcomes the diminishedauxiliary-reservoir pressure, thetwo pistons 20and will be moved to theright,

carrying with them the main and graduating valves and closing thebrake-cylinder port 45.

The engineer may now recharge the'auxilia:y reservoir, as previouslydescribed, or by increasing the train-pipe pressure may release Theapparatus as described may be used for freight or ordinary passengerservice; but where the device is intended to be used on passenger-trainstraveling at very high speeds the casing 15 and its parts are employed.-

This casing 15 is provided with adisk 65, which replaces the usualbrakecylinder head. and is provided vtith a coupling 66 for connectionwiththe auxiliary reservoir and a port 67, leading into the cylinder.Usually the end of the main-valve casing, as well as -all ordinarytriple valves, is provided with a threaded extension 68, that screwsinto a threaded opening in the section 15 of the casing, the parts beingso adjusted that port 45 will be placed in communication with a port 69,leading to the lower portion of the easing 15.

in the lower portion of the casing 15 is screwed a cage or block 70, inwhich is a cylinder '71, containing a bushing 72, provided with one ormore leakage-grooves 73. In the bushing fits a cup-shaped piston 7 4,provided with a stem 75,- the lower end of which normaliy rests on aremovable plug 7 6, and said piston is normally heldin the lowestposition by a coiled spring 77. Theupperwall of the cylinder is formedby a partition 78, having an opening forthe reception of the uppertively small volume of air passing through the port 46 of the main valvewill pass through the grooves 73 and through the guiding-opening of.partition 78, thence through port 82' to port 67 and to thebrake-cylinder, the piston 74 being held in its lowest position by thespring 77.

When an emergency application is made, the larger volume of air passingthrough port 45 cannot pass through the small grooves 73 rapidly enough,and it will act upon the piston 74, forcing the latter upward until thestem 75 strikes the lower end of the stem 79 and raises the check-Valve80 from its seat, the working pressure area of said valve being lessthan the pressure area of the piston 74. This immediately permits thepassage of a very large volume of air from the auxiliary reservoirthrough the coupling 66 and under the check-valve through port 82 andport 67 to the brake-cylinder. Then the piston is moved up to theposition shown in Fig. 3, it cuts off the passage of air through thegrooves and the opening in partition '7 8. This is found of exceptionalvalue in trains traveling at high speed.

By unscrewing the plug 76 and taking out the piston 74 and spring 77this irect discharge from the auxiliary to the brake-cylinder is doneaway with and the device acts in the same manner as the usual triplevalve.

Having thus described the invention, what is claimed is- 1. Intriple-valve mechanism, a main piston provided on one side with acylinder, a gradu ating-valve, a stem connecting the piston to thegraduating valve, an auxiliary; piston mounted in said cylinder andhaving an opening for the passage of the stem, said opening being of,suificient diameter to permit the passage of air, and a main valveconnected to the auxiliary piston.

2. In triple-valve mechanism, a main piston having a cylinder on oneside, a graduatingvalve, a stem connecting the piston to thegraduating-valve and provided with a projecting pin or lug, an auxiliarypiston mounted within the cylinder and having a central hub providedwith an o ening for the stem and to permit passage 0 ar under pressure,and a main valve connected to the auxiliary piston, the pin or lug ofthe stem being arranged to engage said hub after the main pis-' ton hascompleted the initial stroke otthe graduating-valve.

3. In air-brake mechanism, a triple-valve casing formed in sections, oneof said sections having'an annular flange litting within the other,bushings in both sections, a main pis ton arranged in one of thebushings and provided on one side with a cylinder, and on the oppositeside with .an annular flange, main and graduating valves, a stemconnecting the main piston to the graduating-valve, an auxiliary pistonmounted in the cylinder and connected to the main valve, said auxiliarypiston having an opening for the stem and to permit the passage of air,a third piston mounted in the bushing of the second section-and providedwith a contracted port or passage, and a combined pressure-retaining andtrainpipe-opening valve connected to said third piston. a

4. In air-brake mechanism, a triple-valve casing having a bushing, apiston mounted in the bushing and provided with a contracted port orpassage, a stem extending from the piston and having a pair of spacedcollars, means for limiting movement of the piston, a combinedpressure-retaining and train-pipeopening valve arranged between the twocollars, a perforated plate or disk with which one of the collarsengages, and aspring bearing against said plate, said spring beingcompressed on, movement of the valve to a position to open thetrain-pipe, and serving by movement to its initial position to close thetrain-pipe and blank the brake-cylinder ex haust-port.

5. In air-brake mechanism, a'brake-cylinder, an auxiliary reservoir, acheck-valve arranged in the passage between the two and normally heldclosed by auxiliary-reservoir pressure, and means operable byauxiliaryreservoir pressure on an emergency reduction for opening saidvalve.

6. In air-brake mechanism, a triple valve, a direct connection betweenthe auxiliary reservoir and the brake-cylinder, a check-valve constantlyexposed to auxiliary-reservoir pressure and normally holding saidconnection closed, and a check-valve-operating piston exposed to thepressure of air passing from the auxiliary reservoir through thetriple-valve chamber to the brake-cylinder, said piston being arrangedto permit the passage of the relatively small volumes of airnecessaryfor a service application without operating 'the valve, andbeing moved to effect the opening of the valve when exposed to theheavie l jcurrent oi air passing on an emergency application.

T. In air-brake mechanism, a triple valve, a direct connection betweenthe auxiliary reservoir and the brake-cylinder, a check-valve exposed toauxiliary-reservoir pressure and normally closing said connection, and avalveoperating means exposed to the pressure of air passing through thetriple valve to the brake-cylinder, said operating means being movableonly when the triple valve is moved for an emergency application.

jreservoiijpressure, a stem carrying the valve,

a partit on having a guiding-opening for the l stem, the guiding-openingbeing of suflicient diameter to permit the passage of small volumes ofair, a brake-cylinder connection below the valve-seat, a cylinderarranged below the partitionand provided with leakage-grooves,

a piston arranged in the cylinder and adapted ;to engage the 'valvestem, and a triple-valve brake-cylinder port connected to the lowerportion of the cylinder,whereby on graduated reduction the air may passthrough the brakecylinder port, and through to the brake-cylinder,without operating the piston, the lpas sage' of a heavy volume of air,on an emergency application, raising the piston and thereby opening thecheck-valve to place the auxiliary reservoir in direct communicationwith said brakemylinder. I Y

.9; In an air-brake mechanism, an auxiliary casing havingauxiliary-reservoir, brake-cylinder, and triple-valve connections, aremovable cage carried by said casing and provided with a lower cylinderthat communicates with the brake-cylinder port of the-triple valve, andwith an upper compartment that communicates with the brake-cylinder,leakage ports or channels for permitting. the free passage of smallvolumes of air from the brake-cylinder port through the cylinder andcompartment to the brake-cylinder, a piston disposed in said cylinder, aspring tending to compress the same,- a check-valve arranged abovethecompartment and exposed to auxiliary-reservoir pressure, and a stem towhich said valve is secured, the stem being disposed in the path oftravel of the piston, and being movable to open the valve when thepiston iselevated bythe entrance of a large volume of air to saidcylinder.

10. In air-brake mechanism, an auxiliary casing disposed between andconnected to the auxiliary reservoir, the triple valve, and thebrake-cylinder, said'casing having a chamber provided withinternally-threaded walls, adetachable cage arranged within the chamberand provided with a lower cylinder, and an upper compartment,acheck-valve separating the upper compartment from the interior of thechamber, said valve being exposed to auxiliary-reservoir pressure, astem carrying the valve, and a spring-pressed piston in the cylinder,said piston being adapted to engage the stem when exposed to theactionof a-large volume of air entering the cylinder.

11. In air-brake mechanism, an auxiliary casing arranged between andconnected to the auxiliary reservoir, the brake-cylinder, and the triplevalve, said casing having an internally threaded chamber, adetachablecage arranged within the chamber and having-a partition dividing thesame into a lower cylinder, and an upper compartment, of which-theformer communicates with the brake-cylinder port of the triple valve,and-the latter with the brake-cylinder, a valve-seatat the top of Y thecompartment, a check-valve closing communication between the compartmentand the upper portion of the chamber and exposed to auxiliary-reservoirpressure, a stem carrying said valve and extending through an enlargedopening in the partition, a removable plug forming the lower wall of thecylinder, and a bushing for the cylinder, said bushing having aleakage-groove, and a spring-pressed piston mounted within the cylinderand arranged in a position under the valve-stem.

12. In air-brake mechanism, an auxiliary reservoir, a triple valve, abrake-cylinder, passages for placing theauxiliary reservoir incommunication with the triple valve and with the brake-cylinder, and forplacing the triple valve in communication with the brakecylinder, acheck-valve arranged in the passage between'the auxiliary reservoir andthe brake-cylinder, and normallyheld closed by auxiliary-reservoirpressure, a pistorr arranged in the passage between the triple valve andthe brake-cylinder and havinga working pressure area greater than thatof the checkvalve,there being contracted passages through which the airmay pass from the triple valve to the brake-cylinder on service'orgraduated reductions, the piston being movable under auxiliary-reservoirpressure on an emergency reduction to out ofl communication between thetriple valve and the'brake-cylinder, and

by opening the check-valve to establish direct communication between theauxiliary reservoir and the brake-cylinder.

In testimony that I claim the foregoing as my own I have hereto aflixedmy signature in the presence of two witnesses. I

JOHN DILLANDER.

Witnesses:

A. J.- HENRY, T. B. CARTER.

